US Airways flight 1549 goes down in Hudson Rive

[DEFCON]

Although I don't have a number, I did see several people boarding the rescue craft wearing airline yellow & inflated life jackets?

[Trader]

Emailed to me today:

The following is an exclusive account for our members from one of our pilots who was onboard US Airways Flight 1549 when the pilots made a successful emergency ditching into New York’s Hudson River. First Officer Susan O’Donnell is a LGA-based 767 pilot. She resides with her family in Winnsboro, South Carolina. Susan is a former Navy pilot, hired at AA in February 1990. She has flown the 727, F100, A300 and now the 767.

The following is her account of the flight, the rescue and recovery response, as well as the support she experienced afterward. This is intended to give each of you a unique insight into the event. We also hope that the crew’s tremendous effort to take care of each other and the nearly instantaneous support of USAPA and APA responders become “takeaways” for our pilots to use when faced with an emergency.

I was a jumpseat rider seated in First Class on Flight 1549 from LGA to CLT, which successfully ditched in the Hudson River. I’ve been asked to share a few of my experiences on that day. Although it was a stressful incident, the successful outcome and the assistance and support I received afterwards have been truly humbling and inspirational.

After introducing myself to and being welcomed aboard by Captain Sullenberger and FO Skiles, I was offered seat 3D, an aisle seat in the last row of First Class. I was in my uniform. Another jumpseat rider took a seat in row 6. These were the last empty seats on the airplane. I wasn’t paying much attention to the flight until, climbing out, there were several loud thumps occurring roughly simultaneously along both sides of the aircraft. “Bird strikes,” I thought. A few seconds later, there was a bit of smoke and the stench of burning bird that seemed to confirm my guess. There was a turn to the left, and I assumed we were returning to LGA.

The passengers were concerned but calm. I couldn’t see any part of the aircraft out the window from my aisle seat. Although I didn’t hear much that sounded encouraging from the engines, I expected we would have at least partial thrust with which to limp back to LGA. We rolled out of the turn, and I could tell we were not maintaining altitude. Then we heard the PA: “This is the Captain. Brace for impact.”

Obviously we weren’t returning to LGA, and I could see enough out the window to realize we’d be landing in the river. The flight attendants began shouting their “brace” litanies and kept it up until touchdown. The descent seemed very controlled, and the sink rate reasonably low. I believed the impact would be violent but survivable, although I did consider the alternative. The passengers remained calm and almost completely quiet. As we approached the water, I braced by folding my arms against the seat back in front of me, then putting my head against my arms. There was a brief hard jolt, a rapid decel and we were stopped. It was much milder than I had anticipated. If the jolt had been turbulence, I would have described it as moderate. Thinking about it later on, I realized it was no worse than a carrier landing.

After landing, the attitude of the aircraft was slightly nose high, but not far off a normal parked attitude, and there was no obvious damage to the cabin or water intrusion where I was. No one was hurt or panicked. We all stood up. I could hear the doors open and the sound of slide inflation. There was a verbal command “Evacuate;” people were already moving towards the doors. I exited through the forward right door and entered the raft. The evacuation up front was orderly and swift, and we were not in the water long before being picked up by various boats, which were extremely quick to the scene. Many passengers were standing on the wing, going from feet dry to nearly waist deep as the rescue progressed. They were of course the first to be picked up by the arriving boats. I was picked up by a large ferry boat, climbing a ladder hanging from the bow. It didn’t take long to get all passengers into the boats and to the ferry terminals.

Once at the terminal, we were met by police, firemen, paramedics, FBI, Homeland Security, the Red Cross, Mayor Bloomberg, and more. Captain Sullenberger continued in a leadership role in the aftermath, talking with the passengers, assembling his crew and including myself and the other jumpseat rider as members of his crew. I was impressed to note that he had the aircraft logbook tucked under his arm. When the Captain asked me if I wanted to join the crew at the hotel, I told him I would really appreciate it as I had lost my wallet. He immediately pulled out his wallet and gave me $20. His concern for me when he had so much else to worry about was amazing.

The USAPA representative was on the scene very quickly, and again included the other jumpseat rider and myself with the rest of the crew. I didn’t see a flight attendant representative; USAPA took care of the FAs as well. The USAPA representative escorted the entire crew to the hospital (we rode in a NYFD fire truck), where we were joined by other USAPA reps and the USAPA lawyer, all of whom continued to consider me as one of the crew. At the hospital, I had finally called the APA “in case of accident” number on the back of my ID badge for APA. I had not initially thought of that as applying to my situation, as a jumpseater on another airline, but I called anyway. I spoke with APA LGA Vice Chairman Captain Glenn Schafer, who departed immediately to come assist me.

After a routine evaluation, they transported us by police car to a hotel, where rooms were waiting. The USAPA version of our Flight Assist was also there, and they spoke to me and offered me whatever assistance I needed, again as if I was one of their own. The USAPA reps also brought all of us some clothing and toiletries that they had purchased. Captain Schafer arrived at the hotel, bringing me some necessary items. He stayed overnight at the hotel, making flight arrangements for me to go home the next day and escorting me to the airport. Captain Mark Cronin from the AA NY Flight Office met me at the departure gate, again offering assistance and support.

I am grateful for the many calls of concern and offers of help I have received, from fellow pilots, union representatives and the company, and I am grateful for and proud of the response and assistance of both USAPA and APA. I would hope that our union would treat another airline’s crewmember as kindly as I was treated. USAirways has also been superb, treating me as if I was a paying passenger. I am also thankful for the professionalism and capabilities of Captain Sullenberger, FO Skiles and FAs Dent, Dail and Welsh. They certainly did our profession proud, and they saved my life.

[Thebean]

http://aviationblog.dallasnews.com/archive...-about-her.html

[Thebean]

http://lateshow.cbs.com/latenight/lateshow...hp/977073.phtml

[Guest rattler]

Tue, Feb 3 01:35 PM

Washington, Feb.3 (ANI): The pilot whose splash landing in the Hudson made him an American hero has broken his silence, saying his death defying feat was a combo of being "calm on the outside, turmoil inside."

Praised for his coolness under fire, Chesley (Sully) Sullenberger III described his January 15 river plunge as "surreal" and revealed he and his wife has shed tears over it.

In his first interview since being credited with saving himself and the 154 passengers and crew, the 58-year-old aviation ace described the nerve-rattling wild ride as "shocking."

"It was very quiet as we worked, my co-pilot and I. We were a team. But to have zero thrust coming out of those engines was shocking - the silence," he said.

Sullenberger's Flight 1549 lost power in both engines after hitting a flock of birds on take off from LaGuardia Airport. Rapidly losing altitude and unable to reach an airport, Sullenberger decided to use the Hudson as an emergency runway.

Asked how he felt inside as his Airbus glided towards the water, the dashing silver-haired Californian said, "Calm on the outside, turmoil inside."

Sully's wife, Lorrie, said they have been flooded with fan mail that they read at night before going to bed.

"It allows both of us to express emotion about it all. "We both sit there and cry," Lorrie Sullenberger said. (ANI)

[conehead]

2:28am UK, Tuesday February 03, 2009

Sally Arthy, US news editor

As he was splash-landing a US Air jetliner on the Hudson River last month, America's hero pilot Captain Chesley "Sully" Sullenberger probably was not thinking about his library book in the cargo hold.

But he did not forget about it.

The book is now on the river bed with the rest of the plane, which Mr Sullenberger miraculously brought down on the river without any casualties.

So the conscientious pilot contacted library officials in California to ask them to extend his loan and waive his overdue fees.

Fresno State librarians said they were so struck by the pilot's sense of responsibility they did him one better.

They waived all fees - even lost book fees - and placed a template in the replacement book dedicating it to him.

What was the book about? Professional ethics.

Capt Sullenberger and the crew of Flight 1549 received a standing ovation before the opening kick-off at the Super Bowl in Florida this weekend.

And Virgin billionaire Richard Branson is reported to have said he would like Sully to "come fly for us".

"The man can write his own ticket with me," Mr Branson is reported to have told the New York Daily News.

All 155 people on board the US Airways flight got to safety before the plane sank in the freezing Hudson on January 15.

[Fido]

And Virgin billionaire Richard Branson is reported to have said he would like Sully to "come fly for us".

"The man can write his own ticket with me," Mr Branson is reported to have told the New York Daily News.

Richard Branson has no shame when it comes to self promotion.

[Moon The Loon]

"The book is now on the river bed with the rest of the plane,"

Puh-leeeeassse

What a stupid statement.

[Kip Powick]

This is really grasping at news and "it's" getting pretty "deep"

[Don Hudson]

Hi Kip;

This is really grasping at news and "it's" getting pretty "deep"

Yes, it certainly is, but it's no dumber than the comment that was made by a supposed "airline pilot" about the Habsheim accident, cable-and-pulley airplanes and FADECS - one would be hard pressed to find a more ignorant and just plain stupid piece of work being passed off as being from a pilot. One sees some pretty outrageous writing from non-aviation types but that one took the cake!

[Kip Powick]

The sender of the email to me has not responded to a note I sent him but my impression of the email was that the author sounded like an old retired pilot who had once listened to the wind blowing through the wires, moved to jet engines, and then dropped out of the industry before the high- tech phase came in.

Perhaps you are right...maybe he is not a pilot just some guy stirring the pot...I dunno. Then again, having never flown the A320 I am not familiar with how the thrust is calculated and if memory serves me right the thrust levers are not connected to carburators so maybe in his mind , he has a point !!

edit:::fixed one spelling error..the rest can remain

[Fido]

.... I am not familiar with how the trust is calculated ...

Truer words have seldom been spoken about Fly-By-Wire

[Kip Powick]

Truer words have seldom been spoken about Fly-By-Wire

Ya got me

I went back and edited...so there !!!!!

[Don Hudson]

Kip;

... those comments have been around the web on a few other forums - wind-in-the-wire about does it!

Then again, having never flown the A320 I am not familiar with how the thrust is calculated and if memory serves me right the thrust levers are not connected to carburators  so maybe in his mind , he has a point !!

No, the writer absolutely has NO point and nothing important to say or contribute whatsoever - he's talking out of his rear view mirror and not answering because he knows he's wrong on every statement made.

The A320 has been around for over 20 years. It's about time "pilots" like that writer realized that the Airbus technology is old, proven and just as good as a Boeing, (if that's at all possible). If you're communicating with him though, tell him that during our recent Boeing 787 tour, one of the people we bumped into showed us preliminary sketches of a joystick...

[Kip Powick]

Post Deleted because TRADER posted the same thing on page 8....and I missed it...sorry

(((((The story authored by the female AA FO who was in J Class when 1459 went in the drink)))))

The answer to the posted photo is " I must have"

[Guest rattler]

From the BBC

Birds hit both Hudson jet engines 

The Airbus A320 was guided into the river shortly after take-off 

US authorities have confirmed that birds collided with both engines of the US Airways flight that ditched into New York's Hudson River last month.

Samples from both engines have been sent to the Smithsonian Institute in Washington so that the bird species can be identified.

The engines did not appear to have prior problems, officials said.

All 155 passengers and crew of Flight 1549 survived the landing on the Hudson, which made headlines worldwide.

On Wednesday, the National Transportation Safety Board said an engine surge in one of the plane's engines two days before the crash was due to a faulty temperature sensor which had been replaced.

Both the US Airways Airbus A320's engines had passed inspections before the crash, officials said.

Flight data also showed there were no problems with the engines until pilot Capt Chesley B "Sully" Sullenberger reported hitting birds.

The right engine remained attached to the airliner when it hit the water on 15 January.

The left engine separated and had to be retrieved from the mud on the bottom of the river near where the jet ditched.

Flight data show both engines cut out simultaneously and the sound of thumps could be heard after Capt Sullenberger's reported approaching birds.

The plane had only managed to reach a top altitude of 3,200ft (975m).

The 155 passengers and crew were rescued from the sinking aircraft by boats. Capt Sullenberger was the last to leave after checking the plane for any remaining passengers or crew.

[mo32a]

Another email from the "sender" of the first email I posted..... ....

The following is an exclusive account for our members from one of our pilots who was onboard US Airways Flight 1549 when the pilots made a successful emergency ditching into New York’s Hudson River. First Officer Susan O’Donnell is a LGA-based 767 pilot. She resides with her family in Winnsboro, South Carolina. Susan is a former Navy pilot, hired at AA in February 1990. She has flown the 727, F100, A300 and now the 767.

The following is her account of the flight, the rescue and recovery response, as well as the support she experienced afterward. This is intended to give each of you a unique insight into the event. We also hope that the crew’s tremendous effort to take care of each other and the nearly instantaneous support of USAPA and APA responders become “takeaways” for our pilots to use when faced with an emergency.

I was a jumpseat rider seated in First Class on Flight 1549 from LGA to CLT, which successfully ditched in the Hudson River. I’ve been asked to share a few of my experiences on that day. Although it was a stressful incident, the successful outcome and the assistance and support I received afterwards have been truly humbling and inspirational.

After introducing myself to and being welcomed aboard by Captain Sullenberger and FO Skiles, I was offered seat 3D, an aisle seat in the last row of First Class. I was in my uniform. Another jumpseat rider took a seat in row 6. These were the last empty seats on the airplane. I wasn’t paying much attention to the flight until, climbing out, there were several loud thumps occurring roughly simultaneously along both sides of the aircraft. “Bird strikes,” I thought. A few seconds later, there was a bit of smoke and the stench of burning bird that seemed to confirm my guess. There was a turn to the left, and I assumed we were returning to LGA.

The passengers were concerned but calm. I couldn’t see any part of the aircraft out the window from my aisle seat. Although I didn’t hear much that sounded encouraging from the engines, I expected we would have at least partial thrust with which to limp back to LGA. We rolled out of the turn, and I could tell we were not maintaining altitude. Then we heard the PA: “This is the Captain. Brace for impact.”

Obviously we weren’t returning to LGA, and I could see enough out the window to realize we’d be landing in the river. The flight attendants began shouting their “brace” litanies and kept it up until touchdown. The descent seemed very controlled, and the sink rate reasonably low. I believed the impact would be violent but survivable, although I did consider the alternative. The passengers remained calm and almost completely quiet. As we approached the water, I braced by folding my arms against the seat back in front of me, then putting my head against my arms. There was a brief hard jolt, a rapid decel and we were stopped. It was much milder than I had anticipated. If the jolt had been turbulence, I would have described it as moderate. Thinking about it later on, I realized it was no worse than a carrier landing.

After landing, the attitude of the aircraft was slightly nose high, but not far off a normal parked attitude, and there was no obvious damage to the cabin or water intrusion where I was. No one was hurt or panicked. We all stood up. I could hear the doors open and the sound of slide inflation. There was a verbal command “Evacuate;” people were already moving towards the doors. I exited through the forward right door and entered the raft. The evacuation up front was orderly and swift, and we were not in the water long before being picked up by various boats, which were extremely quick to the scene. Many passengers were standing on the wing, going from feet dry to nearly waist deep as the rescue progressed. They were of course the first to be picked up by the arriving boats. I was picked up by a large ferry boat, climbing a ladder hanging from the bow. It didn’t take long to get all passengers into the boats and to the ferry terminals.

Once at the terminal, we were met by police, firemen, paramedics, FBI, Homeland Security, the Red Cross, Mayor Bloomberg, and more. Captain Sullenberger continued in a leadership role in the aftermath, talking with the passengers, assembling his crew and including myself and the other jumpseat rider as members of his crew. I was impressed to note that he had the aircraft logbook tucked under his arm. When the Captain asked me if I wanted to join the crew at the hotel, I told him I would really appreciate it as I had lost my wallet. He immediately pulled out his wallet and gave me $20. His concern for me when he had so much else to worry about was amazing.

The USAPA representative was on the scene very quickly, and again included the other jumpseat rider and myself with the rest of the crew. I didn’t see a flight attendant representative; USAPA took care of the FAs as well. The USAPA representative escorted the entire crew to the hospital (we rode in a NYFD fire truck), where we were joined by other USAPA reps and the USAPA lawyer, all of whom continued to consider me as one of the crew. At the hospital, I had finally called the APA “in case of accident” number on the back of my ID badge for APA. I had not initially thought of that as applying to my situation, as a jumpseater on another airline, but I called anyway. I spoke with APA LGA Vice Chairman Captain Glenn Schafer, who departed immediately to come assist me.

After a routine evaluation, they transported us by police car to a hotel, where rooms were waiting. The USAPA version of our Flight Assist was also there, and they spoke to me and offered me whatever assistance I needed, again as if I was one of their own. The USAPA reps also brought all of us some clothing and toiletries that they had purchased. Captain Schafer arrived at the hotel, bringing me some necessary items. He stayed overnight at the hotel, making flight arrangements for me to go home the next day and escorting me to the airport. Captain Mark Cronin from the AA NY Flight Office met me at the departure gate, again offering assistance and support.

I am grateful for the many calls of concern and offers of help I have received, from fellow pilots, union representatives and the company, and I am grateful for and proud of the response and assistance of both USAPA and APA. I would hope that our union would treat another airline’s crewmember as kindly as I was treated. USAirways has also been superb, treating me as if I was a paying passenger. I am also thankful for the professionalism and capabilities of Captain Sullenberger, FO Skiles and FAs Dent, Dail and Welsh. They certainly did our profession proud, and they saved my life.

Is this a form letter???

With all the praise for the union I can guess at its origination.

[J.O.]

Read it again. The deadheading pilot works for American Airlines, not US Airways. They are not represented by the same unions, and there was cerrtainly no mandate for the ALPA folks to extend a hand to the American F/O, who after all was just one of 150 passengers on board. The treatment of the AA F/O can and should be a lesson to all employee groups as to how ALL of our colleagues should be treated in a situation such as this one.

[jump seat]

Air Traffic Transcript is on CNN

http://www.cnn.com/2009/US/02/05/1549.voic...tape/index.html

[jump seat]

Its kinda chilling to listen to -

[Kip Powick]

ACC called him 1529, 1539 and even 1549 !!! Even the pilot replied as 1539.....tension everywhere, and understandable given the circumstances..

[DEFCON]

Question #2

They media are now playing an audiotape of the event, the source being either, the CVR or ATC.

If the situation had turned out poorly, would we be objecting to the release of Sully et al's last words to the media & public today?

Question #3

The TV supplied video coverage has never shown a “RAT” hanging from the dead bus. Is this because the APU was operating on T/O on this flight?

If so and in consideration of the fact, today’s airlines generally want the APU “off” on T/O to save fuel etc, isn’t there a flight safety lesson to be learned here?

IOW’s having the APU off when about to undertake a critical phase of flight reduces the options available to the crew to manage a serious departure from the norm as may be the case in the present sense, and for all the wrong reasons?

Penny wise & dollar foolish?

[chockalicious]

Feds confirm bird remains in both engines:

USA TODAY's Alan Levin reports that federal investigators have identified bird remains in both engines of the US Airways jet that made the dramatic landing last month in the Hudson River.

[Kip Powick]

Question #2

They media are now playing an audiotape of the event, the source being either, the CVR or ATC.

If the situation had turned out poorly, would we be objecting to the release of Sully et al's last words to the media & public today?

Question #3

The TV supplied video coverage has never shown a “RAT” hanging from the dead bus. Is this because the APU was operating on T/O on this flight?

If so and in consideration of the fact, today’s airlines generally want the APU “off” on T/O to save fuel etc, isn’t there a flight safety lesson to be learned here?

IOW’s having the APU off when about to undertake a critical phase of flight reduces the options available to the crew to manage a serious departure from the norm as may be the case in the present sense, and for all the wrong reasons?

Penny wise & dollar foolish?

Question #2...the tape is from ACC, re the phone calls the controller makes. Whether it would be released if the whole episode had turned sour would be up to the authorities with respect to NOK. There is a website that has CVR and ATC recordings of many crashes that were fatal but in deference to NOK, I am sure the "last words" if any were not put out for human consumption.

Question # 3....RAT/APU?? in this case, what difference would it have made ?? This was a once in a million, or more, occurence..yes??

PS...where is question # 1

just my opinion from out here in Smallville

[DEFCON]

From page 7:

"It's been a little while now, but doesn't the pax seatback safety card suggest the ac will float tail low and if so, aren't the F/A's supposed to look out and "evaluate" prior to pulling the handle?

If that’s the case, why did one of the F/A's attempt to open the rear door(s) under the circumstances?"